GB2479785A

GB2479785A - Vehicle

Info

Publication number: GB2479785A
Application number: GB201006804A
Authority: GB
Inventors: Barry Reynolds; Alexander Aucken; Peter Bennett; Ianto Roberts
Original assignee: BARR DYNAMICS Ltd
Current assignee: BARR DYNAMICS Ltd
Priority date: 2010-04-23
Filing date: 2010-04-23
Publication date: 2011-10-26
Also published as: GB201006804D0

Abstract

A vehicle (10) comprises a first section (12) in which an occupant 0 of the vehicle is locatable, a second section (14) releasably connected to the first section (12) and a connection arrangement (16) connecting the first and second sections (12, 14) together. The connection arrangement (16) enables controlled separation of the first and second sections (12, 14) when the vehicle (10) experiences a predetermined minimum level of impact from an explosion near the vehicle. The vehicle (10) can also comprise a third section (18) connected to the first section (12) by a connection arrangement (20) that enables controlled separation of the first and third sections (12, 18) when the vehicle (10) experiences a predetermined minimum level of impact from an explosion near the vehicle (10).

Description

Vehicles The present invention relates to vehicles, and in particular, but not exclusively, to land vehicles for military use.

Land-based military vehicles tend to be heavily armoured to provide protection for both the vehicle and the occupants from external impact, including explosive impacts. Such vehicles can be particularly vulnerable to impacts from beneath the vehicle, such as impacts from land mines and improvised explosive devices, which can cause considerable damage to the vehicle and can cause injury and often fatal injury to occupants of the vehicle.

Conventionally, such vehicles have been heavily armoured to help resist such impact. Whilst this can have some benefit, heavy armament often results in the vehicles themselves becoming heavy and cumbersome, relatively slow, fuel inefficient and the armament can adversely affect the dynamics and handling of the vehicles and their ability to successfully navigate certain terrains.

According to the present invention, there is provided a vehicle comprising a first section in which an occupant of the vehicle is locatable, a second section releasably connected to the first section and a connection *..

arrangement connecting the first and second sections together, the connection arrangement enabling controlled separation of the first and second : 25 sections when the vehicle experiences a predetermined minimum level of impact from an explosion near the vehicle. * .* * * S S...

The connection arrangement may be configured to enable controlled * 5: separation of the first and second sections particularly when the vehicle experiences a predetermined minimum level of explosive impact such as the shockwave from an explosion from beneath the vehicle.

The connection arrangement may be located between the first and second sections and may directly connect the first and second sections together.

The connection arrangement may comprise one or more mechanical fixings that release and/or break when the vehicle experiences a predetermined minimum level of explosive impact, particularly from beneath the vehicle.

The connection arrangement may comprise one or more electrical and/or pyrotechnic devices that release or discharge when the vehicle experiences a predetermined minimum level of impact from a nearby explosion, particularly from beneath the vehicle.

The connection arrangement may be arranged to enable the first and second sections to separate in directions generally away from each other, preferably to avoid collision between the two sections following separation.

Pyrotechnic device(s) within the arrangement may help propel or direct the sections generally away from each other.

The first section may comprise a safety cell which absorbs energy from an aforesaid impact. The safety cell may comprise an underside surface profiled to dissipate the forces of an impact experienced from therebeneath, away from the inside of the first section. Preferably, the underside surface is U....

: 25 suitably contoured, such as convexly curved relative to the inside of the first section, to act to dissipate impact away from the inside of the first section. * *. * m * U'..

The underside surface may comprise materials that resist and/or S absorb impact forces, such as metals including steel, fibre reinforced composites, Kevlar, Aramid, Glass, Carbon and known ballistic-resistant materials.

The safety cell may comprise a deflector on the underside thereof, which may comprise a layer or plate which may cover or substantially cover the aforesaid underside surface of the safety cell. The deflector may comprise one or more of a metallic substance, fibre-reinforced composite, Kevlar, Aramid, Glass, Carbon and known ballistic-resistant materials.

The safety cell is preferably curved on most if not all external surfaces, and may be ovoid or generally ovoid in external profile. The safety cell is preferably structurally deformable to absorb impact forces impinging thereon.

The safety cell may define an enclosure in which an occupant is located during use of the vehicle. The safety cell may comprise a shell structure which totally or predominantly surrounds an occupant of the safety cell.

The shell structure may comprise materials having impact resistance properties to meet Stanag 4569.

The shell structure may comprise fibre-reinforced composite materials, such as carbon-fibre reinforced resinous composite materials, glass-fibre reinforced resinous composite materials, honeycomb structures, composite materials comprising syntactic cores, laminates, resinous materials and composites toughened with suitable toughening agents such as thermoplastic(s) and nanotechnology. : 25

The shell structure may comprise a composite wall structure, in which a * .. plurality of generally elongate tubular structures extend generally radially from a the centre of the first section. Some or all of the tubular structures may extend across the thickness of the wall structure. Some or all of the tubular structures may extend only partway across the thickness of the wall structure.

The wall structure may comprise an inner and an outer skin or layer and the tubular structures may extend therebetween, generally perpendicularly to the plane of the wall structure at their point of location.

Some or all of the tubular structures may be wholly or partially hollow. Some or all of the tubular structures may comprise non-metallic composite materials, such as fibre-reinforced resinous composite materials. Some or all of the tubular structures may be chamfered or otherwise profiled at the outermost end thereof, facilitating the absorption of energies impacting on the exterior of the shell structure. Some or all of the tubular structures may be so profiled at the end thereof in contact with the outer skin or layer.

The inner skin or layer may comprise a resinous material and may comprise a fibre-reinforced composite material, either of single or multiple layers.

The outer skin or layer may comprise a resinous material and may comprise a fibre-reinforced composite material, either of single or multiple layers.

The thickness of the wall structure may be greater on the underside region of the first section than elsewhere in the first section, to help provide the shell structure with greatest impact resistance at that location. The tubular structures may be generally longer in the underside region and/or multiple layers of tubular structures may be provided across the thickness of the wall : 25 structure.

S 5s5

: ** The safety cell may comprise a safety cage, which may be located *SsS internally of the shell structure. The safety cage may extend around the inside of the safety cell to extend around an occupant located within the first section during use of the vehicle to help protect the occupant against impact and collapse of the shell structure onto the occupant.

The safety cage may have a tubular construction and may comprise metal, fibre-reinforced composite material and/or any other suitable material, such as steel (41T45), steel (Cr/Mo 4130).

The safety cage may be ovoid or generally ovoid in overall configuration and may conform or generally conform to the internal profile of the shell structure.

A harness may be provided within the first section, which may be mounted to the safety cage, to secure an occupant in position in the vehicle.

One or more seats may be provided in the first section, which may be secured to the safety cage.

The safety cell may comprise a viewing screen or aperture through which an occupant can see, which occupant would typically be or include the driver of the vehicle. The windscreen may comprise laminated glass, transparent plastic materials and suchlike. Preferably, the viewing screen

meets Stanag specifications.

The first section may comprise controls with which an occupant can control the vehicle, such as steering means, acceleration and stopping means, and possibly other controls and gauges and suchlike typically found in *.S.

a vehicle such as a motorised land vehicle.

S..... * S

**S. . : 25 The second section may comprise an underside surface profiled to . dissipate the forces of an impact experienced from therebeneath away from * the inside of the first section. Preferably the underside surface is convexly curved relative to the inside of the second section to act to dissipate impact * energy across the underside of the vehicle.

The underside surface may comprise material that resists and/or absorbs impact forces, such as metals including steel, fibre-reinforced composites, Keviar, Aramid, Glass, Carbon and known ballistic-resistant materials.

A deflector may be provided on the underside of the second section, which deflector may be in the form of a layer or plate that covers or substantially covers the aforesaid underside surface of the second section.

The deflector may be of similar construction and/or material as the deflector on the first section.

The second section may house certain components of the vehicle, such as one or more of a fuel tank for the vehicle, engine for the vehicle, gearbox, transmission means, storage means and the like.

The vehicle may be a land-based vehicle and may comprise ground engaging wheels on which the vehicle is driven. One or more such wheels may be provided on the second section, which section may be located either in front of or behind the first section relative to the typical direction in which the vehicle will be driven.

The vehicle may comprise a third section, releasably connected to the first section, preferably in similar manner as the first and second sections are connected. The third section may be of generally similar construction to the **..

second section.

****..

S

** 25 The third section may have one or more ground engaging wheels. The third section may be located on an opposite side of the first section relative to * the second section, so that the second and third sections provide front and ::; rear sections of the vehicle, with the first section located therebetween.

The third section may comprise one or more components of the vehicle such as engine, fuel supply, transmission, storage and suchlike.

The vehicle preferably has an overall unladen weight of between 1,500 and 2,500 kilograms and preferably less than 2,000 kilograms.

Embodiments of the present invention will now be described by way of example only, with reference to the accompanying drawings in which: Fig 1 is a diagrammatic illustration of a vehicle according to the present invention; Fig 2 is a diagrammatic illustration of the separation of the vehicle of Fig 1 upon experiencing a predetermined minimum level of explosive impact from beneath; Fig 3 is a diagrammatic cross-sectional view of a safety cell of the present invention; and Fig 4 is a diagrammatic enlarged view of the region IV of Fig 3.

Referring to the drawings there is provided a vehicle 10 comprising a first section 12 in which an occupant 0 of the vehicle is locatable, a second section 14 releasably connected to the first section 12 and a connection arrangement 16 connecting the first and second sections 12, 14 together, the connection arrangement 16 enabling controlled separation of the first and * second sections 12, 14 when the vehicle 10 experiences a predetermined *, 25 minimum level of impact from an explosion near the vehicle.

* In the particular embodiment illustrated, the vehicle 10 comprises a third section 18 connected to the first section 12 by a connection arrangement * ** 20 that enables controlled separation of the first and third sections 12, 18 when the vehicle 10 experiences a predetermined minimum level of impact from an explosion near the vehicle 10.

In more detail, in preferred embodiments the vehicle 10 is a relatively lightweight vehicle having a typical total unladen weight of between 1,500 and 2,500 kilograms and most preferably less than 2,000 kilograms. The vehicle in certain embodiments is particularly suited for military use, providing for a relatively fast, agile and potentially long range vehicle that can be used both on road and on rough terrain, as will be described, whilst providing the occupant(s) with improved chances of survival in the event the vehicle should experience an explosive force, and in particular should the vehicle drive over a land mine or other explosive device.

An important feature of the vehicle 10 is that the connection arrangements 16, 20 enable the controlled separation of the first, second and third sections 12, 14, 18 when the vehicle experiences a predetermined minimum level of explosive impact, including the shockwave produced by a nearby explosion, particularly an explosion beneath the vehicle.

During military operations, there is often a threat of landmines or improvised explosive devices being detonated beneath military vehicles and when this occurs it often results in serious damage to conventional military vehicles, even heavily armoured vehicles, and injury, often fatal injury, to occupants of the vehicle under which the explosion occurs. * * **p*

The controlled separation of the first, second and third sections 12, 14, ***...

* 18 of the vehicle 10 in accordance with the present invention helps to mitigate *..: 25 injury to occupants of the vehicle 10, as will be explained. * *

* The connection arrangements 16, 20 in the embodiment illustrated are essentially the same and are located between the first section 12 and the * second section 14 and third section 18 respectively. The connection arrangements 16, 20 can comprise mechanical fixings that securely connect the sections 12, 14, 18 together during normal use of the vehicle 10 and which mechanically break or release when influenced by a predetermined level of impact force. Alternatively or in addition, the connection arrangements 16, 20 can comprise one or more pyrotechnic devices that again during normal use of the vehicle either retain or allow other fixings to retain the sections 12, 14, 18 together for normal use of the vehicle 10, but which detonate or otherwise actuate to release or cause the release (such as by causing the release or breakage of mechanical fixing(s)) of the connection arrangements 16, 20.

The connection arrangements 16, 20 are carefully set to release or be released upon the vehicle 10 experiencing a predetermined minimum level of impact or separation impulse from a nearby explosion, particularly from beneath the vehicle, thus allowing the controlled separation of the vehicle 10 into the component sections 12, 14, 18 upon the vehicle 10 experiencing a predetermined level of explosive event. In certain embodiments, the connection arrangement 16, 20 may comprise one or more sensors (not shown) which release the connections or detonate a charge which breaks the connections and allows the separation of the sections 12, 14, 18.

In preferred embodiments, the connection arrangements 16, 20 are configured such that when the sections 12, 14, 18 are released they separate in directions generally away from each other, thereby generally mitigating the risk of impact between the sections 12, 14, 18 following separation.

S.....

* 5 With particular reference to Fig 3, the first section 12 comprises an ** 25 occupant safety cell 22 which in use absorbs energy from aforesaid impacts from beneath the vehicle 10. The underside 23 is generally convexly profiled * relative to the inside of the cell 22, which profile acts to deflect and dissipate impact forces across the underside of the vehicle 10 and away from the inside * . ofthecell22.

The safety cell 22 has an underside deflector 24 extending over the underside 23 and arranged to act to deflect and dissipate impact forces received thereon from beneath the vehicle 10. The deflector 24 defines an underside surface 26 which is generally convex relative to the inside of the first section 12, which profile acts to dissipate impact forces received thereon from beneath the vehicle 10.

The deflector 24 is comprised of material that has generally good impact resistance characteristics, such as fibre-reinforced composites which include carbon-fibre reinforced composite and/or metallic materials such as steel, and other known ballistic-resistant materials, such that the deflector 24

meets the Stanag specifications.

The safety cell 22 has a generally curved outer profile and in certain embodiments is ovoid or generally ovoid in external shape, which provides the cell 22 with good impact resistance characteristics, as will be explained.

The safety cell 22 defines an enclosure in which an occupant 0 is located during use of the vehicle 10.

The safety cell 22 comprises a shell structure 28 that totally or predominantly surrounds an occupant 0 of the vehicle and is arranged to absorb impact forces acting thereon, particularly from the exterior thereof, not only from the underside of the cell but generally from all around. The shell structure 28 is generally deformable when it experiences impact forces of a * certain magnitude, as will be explained. * *** : 25

The shell structure 28 has a composite wall structure 29 comprising a * large number of generally elongate cylindrical tubular structures ("crash cans" and "crash boxes") 30, each of which extends generally radially through the thickness of the wall structure in a direction away from the inside of the shell structure 28. The shell structure can comprise, in certain embodiments, one or more honeycomb structures, syntactic cores, laminates, toughened resins such as thermoset resins and the like, toughened with thermoplastics and/or nanotechnology (although these are not illustrated in the drawings).

Each tubular structure 30 comprises a cured fibre-reinforced resinous composite. The fibre reinforcement can be carbon and/or glass and/or any other suitable fibre reinforcement.

Fig 4 illustrates these tubular structures 30. Each tubular structure 30 extends substantially across the thickness of the wall 29, between an inner skin or layer 32 and an outer skin or layer 34.

In certain embodiments the inner layer 32 comprises a fibre-reinforced resinous material, but other suitable materials can be used, such as cured resinous materials including epoxy-based resins. The outer skin or layer 34 may comprise similar materials to the inner layer or skin 32, such as fibre-reinforced composite materials, resinous materials. One or both of the inner and outer layers 32, 34 may comprise metallic materials and may be of a single layer construction or can comprise a laminate structure. One or both of the layers 32, 34 may comprise one or more of thermoplastic, nanotechnology or other known means of toughening curable resinous materials. S... * * 55..

Each of the tubular structures 30 is hollow or substantially hollow in * cross-section and at its outermost end 36 (adjacent to the outer layer 34) is a...

*..: 25 chamfered or angled. This arrangement enables the shell structure 28 to absorb impact forces received on the outer surface 34 by being deformable * * when experiencing impacts of a predetermined minimum magnitude. The profile of the ends 36 provides for progressive collapse and resistance to * collapse of each tubular structure 30 as impact forces act thereon.

It will be appreciated that the wall structure could have a plurality of such aforedescribed structures extending across its width to provide a laminate structure. Further, some or all of the tube structures 30 may not extend across the full width of the wall and in certain embodiments a plurality of tubular structures may be aligned in some cases to be coaxial across the width of the wall structure.

The underside region 38 of the shell structure 28 is reinforced by being relatively thicker than any other location around the shell structure 28. This helps to provide the shell structure 28 and the occupant safety cell 22 with resistance to impact experienced from the underside of the vehicle. In the underside portion 38, a plurality of layers of tubular structures 30 may be provided. Indeed, in certain embodiments, a plurality of layers of tubular structures may be interleaved with resinous or other layers, such as honeycomb, syntactic foams or the like, in the underside region and/or elsewhere in the structure.

The safety cell 22 also comprises a safety cage 40 on the inside of the shell structure 28. The safety cage extends around the inside of the safety cell 22 to surround an occupant 0 located within the vehicle, to protect the occupant against impact and collapse of the shell structure 28 onto the occupant.

The safety cage 40 comprises a multi-tubular construction of suitable material such as metal, fibre-reinforced composite material and the like. In S.....

* certain embodiments, the safety cage is designed and manufactured to FIA 5.

: 25 (motorsport) roll cage guidelines. In preferred embodiments, the safety cage is ovoid or generally ovoid to improve the impact resistance of the safety cell : ** 22. 0**S

* .: The first section 12 comprises a windscreen 42 through which the occupant 0 can see to drive the vehicle 10. The windscreen 42 can be of any suitable material, including laminated glass, transparent plastic material and suchlike. In preferred embodiments, the windscreen would have good impact and ballistic-resistant properties.

Various controls to enable the occupant 0 to control the vehicle 10 are provided within the first section 12. These have not been shown for ease of illustration of the main features of the present invention, but they would typically comprise a steering wheel, gear lever(s), seat(s), pedals and other instruments, levers and gauges generally required to drive and control a motorised land vehicle.

It is preferred to keep the weight of the first section 12 as low as realistically possible, to help with the ability of the section 12 to protect an occupant against an impact. Therefore it is preferred that only controls, etc that are necessary to be in the first section are provided therein, otherwise they are located in the other section(s) 14, 18 of the vehicle.

The second section 14 is also of itself of generally lightweight construction, having a deflector 44 generally on the underside thereof. The deflector 44 is typically of similar structure and composition to the deflector 24 of the first section, but is profiled according to the underside profile of the section 14, although again is generally convex relative to the inside of the section 14. *.

* ***** * Similarly, the third section 18 is of generally lightweight construction, ** S. : 25 having an underside deflector 46 similar in structure and material to the * deflectors 24, 44.

In the particular embodiment illustrated, the first section 12 of the * vehicle 10 comprises the central section of the vehicle 10, with the second section 14 comprising a foremost section of the vehicle 10 and the third section 18 comprising a rearmost section of the vehicle 10. The vehicle 10 comprises ground engaging wheels, two of which are illustrated at 48, 50. It will be appreciated that typically a military vehicle would have at least four such wheels, generally at opposing corners, although any suitable number of wheels can be provided. In the illustrated embodiment, the vehicles comprise four ground engaging wheels, two mounted on the second section 14 and two on the third section 18.

As illustrated diagrammatically, various components of the vehicle and ancillaries can be accommodated within the sections 14, 18. As illustrated, the fuel supply for the vehicle 10 is housed within the second section 14, and the engine and main transmission for the vehicle 10 are housed within the third section 18. Various storage facilities could be provided in one or both of the first and second sections. Of course it will be appreciated that the various such components of the vehicle 10 can be arranged as preferred within the present invention.

As already indicated, in general, it is preferred that the first section 12 is kept as lightweight as possible and therefore generally relatively heavy components and other non-essential components for the occupant are located within the second and third sections 14, 18.

In use, as indicated above, vehicles of the present invention find particular application as military vehicles due to their impact resistance capabilities. The structure and composition of the vehicle 10 enables a * relatively lightweight vehicle to be offered with the recognised advantages of *..: 25 agility, speed, good handling, long range benefits that such lightweight construction brings. Typically, vehicles of the present invention would have a : ** four wheel drive system and good ground clearance to enable them to be **** . . *. : used not only on roads, but off road on rough terrain. Again, the relatively * light weight of the vehicle facilitates swift and agile progress to be made. In embodiments where the vehicle has a powerful engine, then these vehicles can be capable of high speeds.

In the event vehicles of the present invention experience an impact from a nearby explosion, particularly from thereunder, such as by way of an exploding bomb or improvised explosive device from beneath (see Fig 2), the various impact management features of the vehicle help mitigate the likelihood of injury, in particular serious injury, to the occupant or occupants within the safety cell 22.

Upon the vehicle 10 experiencing an underside impact, such as from an explosion or the shockwave from an explosion, or the vehicle inadvertently drives over a land mine or an improvised explosive device, the deflectors 24, 44, 46 and the profile of the underside of the vehicle 10 act to dissipate and spread the energy of the impact across the underside of the vehicle 10. The connection arrangements 16, 20 also break and/or deploy, thus releasing the sections 12, 14, 18 from interconnection and allowing the sections 12, 14, 18 to separate in an upward and outward direction, as shown generally in Fig 2.

The act of separation helps to absorb a certain amount of impact energy, and importantly the relatively lightweight safety cell 22 of the first section 12 to a significant extent rides the blast, with a proportion of the blast energy impacting on the safety cell 22 converting to a significant degree into kinetic energy of the cell 22, helping to reduce the damage to the cell 22 and also to ride the pressure wave from the explosion. Harnesses holding the occupant 0 within the safety cell help to prevent damage to the occupant by impact with the inside of the safety cell 22.

* S. SS* * * : 25 The safety cell 22 then falls to the ground. The shell structure 28 and the safety cage 40 absorb the impact of landing, again mitigating the risk of : ** serious damage to the occupant 0. S... S. *

*. .: The tubular formations 30, and particularly those in the underside portion 38, act to resist the impact forces experienced from beneath the vehicle initially when the impact hits. The provision of such tubular formations or "crash cans" or "crash boxes" help the cell 22 to absorb the impact forces to some degree. The tubular formations 30 generally around the safety cell 22 and enclosing the occupant help the shell structure 28 to also absorb the impact of the return of the safety cell 22 to the ground.

Various modifications may be made without departing from the spirit or scope of the present invention. A vehicle may comprise a plurality of safety cells. A vehicle may comprise one or more sections in addition to the first section, such that in its simplest form a vehicle according to the present invention may comprise a first section having a safety cell and just one additional (second) section. In more complex embodiments, the vehicle may comprise a first section comprising an occupant safety cell and three or more additional sections. In still further embodiments, a plurality of first sections may be provided and one or more further sections connected thereto.

The undersides of the sections and the deflectors may be other than convexly curved, provided they are preferably suitably contoured to dissipate impacts as discussed herein.

Whilst endeavouring in the foregoing specification to draw attention to those features of the invention believed to be of particular importance it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features hereinbefore referred to and/or shown in the drawings whether or not particular emphasis has been placed thereon. *. *. a... * .. * a

S * S* S ** rv 17

Claims

Claims 1. A vehicle comprising a first section in which an occupant of the vehicle is locatable, a second section releasably connected to the first section and a connection arrangement connecting the first and second sections together, the connection arrangement enabling controlled separation of the first and second sections when the vehicle experiences a predetermined minimum level of impact from an explosion near the vehicle.
2. A vehicle as claimed in claim 1, in which the connection arrangement is configured to enable controlled separation of the first and second sections when the vehicle experiences a predetermined minimum level of shockwave from an explosion from beneath the vehicle.
3. A vehicle as claimed in claim 1 or claim 2, in which the connection arrangement is located between the first and second sections.
4. A vehicle as claimed in any preceding claim, in which the connection arrangement directly connects the first and second sections together.
5. A vehicle as claimed in any preceding claim, in which the connection arrangement comprises one or more mechanical fixings that release and/or break when the vehicle experiences a predetermined minimum level of explosive impact, particularly from beneath the vehicle.
6. A vehicle as claimed in any preceding claim, in which the connection arrangement comprises one or more electrical devices that release or * * discharge when the vehicle experiences a predetermined minimum level of **** *..: impact from a nearby explosion, particularly from beneath the vehicle.

* **
7. A vehicle as claimed in any preceding claim, in which the connection arrangement comprises one or more pyrotechnic devices that release or discharge when the vehicle experiences a predetermined minimum level of impact from a nearby explosion, particularly from beneath the vehicle.
8. A vehicle as claimed in any preceding claim, in which the connection arrangement is arranged to enable the first and second sections to separate in directions generally away from each other.
9. A vehicle as claimed in any preceding claim, in which pyrotechnic device(s) within the arrangement help propel or direct the sections generally away from each other.
10. A vehicle as claimed in any preceding claim, in which the first section comprises a safety cell which absorbs energy from an aforesaid impact.
11. A vehicle as claimed in claim 10, in which the safety cell comprises an underside surface profiled to dissipate the forces of an impact experienced from therebeneath, away from the inside of the first section.
12. A vehicle as claimed in claim 11, in which the underside surface is suitably contoured, to act to dissipate impact away from the inside of the first section.
13. A vehicle as claimed in claim 12, in which the underside surface is convexly curved relative to the inside of the first section.
14. A vehicle as claimed in any of claims 11 to 13, in which the underside * surface comprises materials that resist and/or absorb impact forces. S**** * S S...
15. A vehicle as claimed in claim 14, in which the underside surface comprises metals including steel, fibre reinforced composites, Kevlar, Aramid, : ** Glass, Carbon and known ballistic-resistant materials. *SSS * . * .. * .* rr 19
16. A vehicle as claimed in any of claims 10 to 15, in which the safety cell comprises a deflector on the underside thereof.
17. A vehicle as claimed in claim 16, in which the deflector comprises a layer or plate.
18. A vehicle as claimed in claim 16 or claim 17, in which the deflector covers or substantially covers the aforesaid underside surface of the safety cell.
19. A vehicle as claimed in any of claims 16 to 18, in which the deflector comprises one or more of a metallic substance, fibre-reinforced composite, Kevlar, Aramid, Glass, Carbon and known ballistic-resistant materials.
20. A vehicle as claimed in any of claims 10 to 19, in which the safety cell is curved on most if not all external surfaces.
21. A vehicle as claimed in any of claims 10 to 20, in which the safety cell is ovoid or generally ovoid in external profile.
22. A vehicle as claimed in any of claims 10 to 21, in which the safety cell is structurally deformable to absorb impact forces impinging thereon.
23. A vehicle as claimed in any of claim 10 to 22, in which the safety cell defines an enclosure in which an occupant is located during use of the * vehicle. *S*** * SS

SSSS** *
24. A vehicle as claimed in any preceding claim, in which the safety cell S.,.comprises a shell structure which totally or predominantly surrounds an occupant of the safety cell. * 55 * . S 5*SS 5* S * I S * 55 rv 20
25. A vehicle as claimed in claim 24, in which the shell structure comprises materials having impact resistance properties to meet Stanag 4569.
26. A vehicle as claimed in claim 24 or claim 25, in which the shell structure comprises fibre-reinforced composite materials.
27. A vehicle as claimed in any of claims 24 to 26, in which the shell structure comprises carbon-fibre reinforced resinous composite materials, glass-fibre reinforced resinous composite materials, honeycomb structures, composite materials comprising syntactic cores, laminates, resinous materials and composites toughened with suitable toughening agents such as thermoplastic(s) and nanotechnology.
28. A vehicle as claimed in any of claims 24 to 27, in which the shell structure comprises a composite wall structure, in which a plurality of generally elongate tubular structures extend generally radially from the centre of the first section.
29. A vehicle as claimed in claim 28, in which some or all of the tubular structures extend across the thickness of the wall structure.
30. A vehicle as claimed in claim 28 or claim 29, in which some or all of the tubular structures extend only partway across the thickness of the wall structure.
31. A vehicle as claimed in any of claim 28 to 30, in which the wall ****S * structure comprises an inner and an outer skin or layer.* S. S.. * . *...
32. A vehicle as claimed in claim 31, in which the tubular structures extend between the inner and outer skins or layers. * .. * . S *.SS S S * *0
33. A vehicle as claimed in claim 32, in which the tubular structures extend generally perpendicularly to the plane of the wall structure at their point of location.
34. A vehicle as claimed in any of claims 28 to 33, in which some or all of the tubular structures are wholly or partially hollow.
35. A vehicle as claimed in any of claims 28 to 34, in which some or all of the tubular structures comprise non-metallic composite materials, such as fibre-reinforced resinous composite materials.
36. A vehicle as claimed in any of claims 28 to 35, in which some or all of the tubular structures are chamfered or otherwise profiled at the outermost end thereof
37. A vehicle as claimed in claim 36, in which some or all of the tubular structures are so profiled at the end thereof in contact with the outer skin or layer.
38. A vehicle as claimed in any of claims 31 to 37, in which the inner skin or layer comprises a resinous material.
39. A vehicle as claimed in any of claims 31 to 38, in which the inner skin or layer comprises a fibre-reinforced composite material, either of single or multiple layers. SS..*
40. A vehicle as claimed in any of claims 31 to 39, in which the outer skin * 55 S S. * or layer comprises a resinous material. S S**S *5SI41. A vehicle as claimed in any of claims 31 to 40, in which the outer skin * ** or layer comprises a fibre-reinforced composite material, either of single or :::; multiple layers.42. A vehicle as claimed in any of claims 28 to 41, in which the thickness of the wall structure is greater on the underside region of the first section than elsewhere in the first section, to help provide the shell structure with greatest impact resistance at that location.43. A vehicle as claimed in any of claims 28 to 42, in which the tubular structures are generally longer in the underside region.44. A vehicle as claimed in any of claims 28 to 43, in which multiple layers of tubular structures are provided across the thickness of the wall structure in the underside region.45. A vehicle as claimed in any of claims 10 to 44, in which the safety cell comprises a safety cage.46. A vehicle as claimed in claim 45, in which the safety cage is located internally of the shell structure.47. A vehicle as claimed in claim 45 or claim 46, in which the safety cage extends around the inside of the safety cell to extend around an occupant located within the first section during use of the vehicle to help protect the occupant against impact and collapse of the shell structure onto the occupant.48. A vehicle as claimed in any of claims 45 to 47, in which the safety cage has a tubular construction.*I*S*S * 49. A vehicle as claimed in any of claims 45 to 48, in which the safety cage *** I..* comprises metal, fibre-reinforced composite material and/or any other suitable material, such as steel (4TT45), steel (Cr/Mo 4130).* * 50. A vehicle as claimed in any of claim 45 to 49, in which the safety cage is ovoid or generally ovoid in overall configuration.51. A vehicle as claimed in any of claims 45 to 50, in which the safety cage conforms or generally conforms to the internal profile of the shell structure.52. A vehicle as claimed in any preceding claim, in which a harness is provided within the first section, to secure an occupant in position in the vehicle.53. A vehicle as claimed in claim 52, in which the harness is mounted to the safety cage.54. A vehicle as claimed in any preceding claim, in which one or more seats is/are provided in the first section.55. A vehicle as claimed in claim 54, in which the seat(s) is/are secured to the safety cage.56. A vehicle as claimed in any of claims 10 to 55, in which the safety cell comprises a viewing screen or aperture through which an occupant can see, which occupant would typically be or include the driver of the vehicle.57. A vehicle as claimed in claim 56, in which the viewing screen comprises laminated glass, transparent plastic materials and suchlike.58. A vehicle as claimed in claim 56 or claim 57, in which the viewingscreen meets Stanag specifications.*** .** * 59. A vehicle as claimed in any preceding claim, in which the first section comprises controls with which an occupant can control the vehicle. *.** *.S.60. A vehicle as claimed in any preceding claim, in which the second : ** section comprises an underside surface profiled to dissipate the forces of an S. * S * * S S. impact experienced from therebeneath away from the inside of the first section.61. A vehicle as claimed in claim 60, in which the underside surface is convexly curved relative to the inside of the second section to act to dissipate impact energy across the underside of the vehicle.62. A vehicle as claimed in claim 60 or claim 61, in which the underside surface comprises material that resists and/or absorbs impact forces.63. A vehicle as claimed in any of claims 60 to 62, in which the underside comprises, metals including steel, fibre-reinforced composites, Kevlar, Aramid, Glass, Carbon and known ballistic-resistant materials.64. A vehicle as claimed in any preceding claim, in which a deflector is provided on the underside of the second section.65. A vehicle as claimed in claim 64, in which the deflector is in the form of a layer or plate that covers or substantially covers the aforesaid underside surface of the second section.66. A vehicle as claimed in claim 64 or claim 65, in which the deflector is of similar construction and/or material as the deflector on the first section.67. A vehicle as claimed in any preceding claim, in which the second section houses certain components of the vehicle, such as one or more of a **SSS* * fuel tank for the vehicle, engine for the vehicle, gearbox, transmission means, ***.** * storage means and the like.68. A vehicle as claimed in any preceding claim, in which the vehicle is a : * land-based vehicle. *.** S. * * S * * S.69. A vehicle as claimed in any preceding claim, in which the vehicle comprises ground engaging wheels on which the vehicle is driven.70. A vehicle as claimed in claim 69, in which one or more such wheels is/are provided on the second section.71. A vehicle as claimed in any preceding claim, in which the second section is located either in front of or behind the first section relative to the typical direction in which the vehicle will be driven.72. A vehicle as claimed in any preceding claim, in which the vehicle comprises a third section releasably connected to the first section.73. A vehicle as claimed in claim 72, in which the third section is connected to the first section in similar manner as the first and second sections are connected.74. A vehicle as claimed in claim 72 or claim 73, in which the third section is of generally similar construction to the second section.75. A vehicle as claimed in any of claims 72 to 74, in which the third section has one or more ground engaging wheels.76. A vehicle as claimed in any of claims 72 to 75, in which the third section is located on an opposite side of the first section relative to the second section, so that the second and third sections provide front and rear sections ***S * of the vehicle, with the first section located therebetween.S..... * .77. A vehicle as claimed in any of claims 72 to 76, in which the third section comprises one or more components of the vehicle such as engine, : ** fuel supply, transmission, storage. *.. S.78. A vehicle as claimed in any preceding claim, in which the vehicle has an overall unladen weight of between 1,500 and 2,500 kilograms 79. A vehicle as claimed in any preceding claim, in which the vehicle has an overall unladen weight of less than 2000 kilograms.80. A vehicle substantially as hereinbefore described with reference to the accompanying drawings.81. Any novel subject matter or combination including novel subject matter disclosed herein, whether or not within the scope of or relating to the same invention as any of the preceding claims.S** .5. * S**SSS* * . S. S * * . a I... I. * * *